BARGE SAFETY (Liquefied Cargoes in Bulk) Guidelines for barges, associated tugs and non-regulated/restricted trading tankers First Edition — 1999 The OCIMF mission is to be recognised internationally as the foremost authority on the safe and environmentally responsible operation of oil tankers and terminals. Oil Companies International Marine Forum WSIL - 185 Barge Safety.indd IWSIL - 185 Barge Safety.indd I1/19/2009 3:48:20 PM1/19/2009 3:48:20 PM III Table of Contents Chapter Page PART I Recommendations 1 INTRODUCTION AND GENERAL INFORMATION 1 1.1 Introduction 1 1.2 Definitions and Abbreviations 4 1.3 General Arrangement of Guidelines 5 2 CERTIFICATION AND DOCUMENTATION 7 3 CREW MANAGEMENT (Manning and Qualifications of Personnel) 9 3.1 Unmanned Barges 10 4 NAVIGATION, COMMUNICATIONS AND ELECTRONICS 11 4.1 Equipment 11 4.2 Operators Navigation Policy 13 4.3 Nautical Publications, Charts and Information 13 5 SAFETY MANAGEMENT 15 5.1 Safety Management System 15 5.2 Fire Prevention 15 5.3 Fire-Fighting 16 5.4 Personal Protective Equipment 18 5.5 Lifesaving Equipment and Pyrotechnics 19 5.6 Access Between Vessel and Shore 19 6 POLLUTION PREVENTION 21 6.1 Emergency Response 21 6.2 Cargo Handling and Spill Containment 21 6.3 Discharge of Dirty Ballast 22 6.4 Oil Record Book 22 6.5 Disposal of Sewage and Garbage 22 WSIL - 185 Barge Safety.indd IIIWSIL - 185 Barge Safety.indd III1/19/2009 3:48:21 PM1/19/2009 3:48:21 PM IV 7 STRUCTURAL CONDITION AND GENERAL APPEARANCE 23 7.1 Inspectors and Gaugings 23 7.2 Maintenance 23 7.3 General 23 8 CARGO AND BALLAST SYSTEMS 25 8.1 Cargo Handling Equipment 25 8.2 Cargo Handling Procedures 25 8.3 Pumproom 29 8.4 Tank Cleaning and Gas Freeing 30 9 MOORING AND ANCHORING 31 9.1 Mooring 31 9.2 Anchoring 32 10 TOWING - EQUIPMENT AND PROCEDURES 33 10.1 Tug Design 33 10.2 Towing Equipment and Procedures 33 10.3 Tug Fendering 36 11 ENGINE ROOM AND STEERING GEAR 37 12 VESSEL TO VESSEL TRANSFER (Including Bunkering) 39 12.1 Fenders 39 12.2 Cargo Hoses 39 12.3 Communication 40 13 CHEMICAL BARGE SUPPLEMENT 41 13.1 Personnel Safety 41 13.2 Chemical Data Sheets 41 13.3 Fire Protection 41 13.4 Cargo Gauging and Emission Requirements 41 13.5 Cargo Certification 42 WSIL - 185 Barge Safety.indd IVWSIL - 185 Barge Safety.indd IV1/19/2009 3:48:21 PM1/19/2009 3:48:21 PM V 14 GAS BARGE SUPPLEMENT 43 14.1 Personnel Safety 43 14.2 Chemical Data Sheets 43 14.3 Fire Protection and Safety Equipment 43 14.4 Cargo Gauging and Emission Requirements 44 14.5 Cargo Certification 44 14.4 Cargo Operations 44 Appendix 1 Guidelines for the Control of Drugs and Alcohol 45 Onboard Ship PART II Checklists of Questions 47 1 Introduction and General Information 49 2 Certification and Documentation 50 3 Crew Management (Manning) 51 4 Navigation, Communications and Electronics 52 (self-propelled vessels only) 5 Safety Management 54 6 Pollution Prevention 58 7 Structured Condition and General Appearance 61 8 Cargo and Ballast Systems 63 9 Mooring and Anchoring 66 10 Towing and Pushing 68 11 Engine Room and Steering Gear 72 12 Vessel to Vessel Transfer 74 13 Chemical Barge Supplement 76 14 Gas Barge Supplement 77 WSIL - 185 Barge Safety.indd VWSIL - 185 Barge Safety.indd V1/19/2009 3:48:21 PM1/19/2009 3:48:21 PM 33 Chapter 10 Towing Equipment and Procedures 10.1 Tug Design Tug and barge design can vary widely. Many inland tugs are specifically configured to only push barges, whereas tugs in ocean-going and coastwise service may be capable of pushing ahead or pulling barges from behind on a wire. Articulated Tug Barge (ATB) units normally remain exclusively in the push ahead mode. Tugs in ocean-going service may be designed with raised bows to enhance sea keeping ability and should be classed for ocean towing by a reputable Classification Society. Tug horsepower should match the specific voyage parameters including the size of tow, intended trading area, expected water and weather conditions and cargoes carried. As a minimum, tug horsepower should meet the guidelines shown in Table 10A. Operators should bear in mind that tug displacement has a significant effect on manoeuvring capability when towing light (empty) barges in windy conditions. The tug bollard pull should be documented. Tow Size Inland Coastal Ocean 0-22,500 bbls 800 hp 1000 hp 1200 hp (0-3,000 m3) 60,000 bbls 1800 hp 2000 hp 2500 hp (8,000 m3) 80,000 bbls 2400 hp 2800 hp 3000 hp (10,700 m3) 150,000 bbls 4200 hp 4500 hp 5000 hp (20,000 m3) 300,000 bbls 8000 hp 8000 hp 9000 hp (40,000 m3) Greater than 300,000 bbls 26.5 hp per 1000 26.5 hp per 1000 26.5 hp per 1000 or 40,000 m3 bbls or 133 m3 bbls or 133 m3 bbls or 133 m3 Notes: dual propulsion power is recommended for all coastal and ocean units and all inland tows greater ? than 30,000 bbls (4000 m3), interpolating between tow sizes will be necessary for sizes not shown, ? this table is not intended to supersede local established safe practice which may already exist. ? Table 10a Guidelines for Tug Minimum Horse Power WSIL - 185 Barge Safety.indd 33WSIL - 185 Barge Safety.indd 331/19/2009 3:48:25 PM1/19/2009 3:48:25 PM 34 All tugs towing one or more barges with a capacity in excess of 30,000 barrels (4000m3)and all tugs towing in coastal and ocean-going voyages should be configured with dual propulsion power systems. If a barge is fitted with a bow thruster, the system controls should be located in the tug’s wheelhouse. Tugs engaged in bunkering or vessel to vessel transfer service should be equipped with twin propulsion units. Recognising the importance of height of eye, many tugs are fitted with an upper wheelhouse or retractable wheelhouse to facilitate increased visibility. Barges configured with stern notches should be matched with tugs that fit such notches, as this dramatically enhances sea keeping and steering capability when in the push mode. 10.2 Towing Equipment and Procedures 10.2.1 Tug Regardless of the normal towing configuration, tugs in ocean-going and/or coastal service should also be capable of towing barges astern. Tow wires/hawsers, winches and associated equipment should be in good working condition and properly maintained. Towing equipment should be checked prior to every departure. Manufacturer’s certificates and service records for tow wires/hawsers should be kept on file. Operators should have a tow wire/hawser inspection and replacement policy in place to ensure that worn and/or damaged equipment is replaced. A wire termination socket renewing policy should be documented and be complied with. As a minimum, one spare tow wire/hawser should be kept onboard. A tow wire should no longer be used if: the reduction in cross section area due to wear, abrasion, corrosion and broken wires exceed 10% or there ? is severe kinking, crushing or other damage resulting in distortion of the wire rope structure; and end sockets or other terminations such as thimbles are damaged, deformed or significantly corroded. ? Tow wires should meet the following specifications: have independent wire rope cores (IWRC); ? be made of improved or extra improved engineering grade steel; ? be heavily lubricated or galvanised at time of manufacture; ? be of 6 × 19 construction for flexibility (any less is too stiff and any more is too susceptible to external ? wear); the towing end of the tow wire should terminate in a speltor or thermo-set resin poured socket, or a ? spliced eye with a thimble, and should be sized to exceed the breaking strength of the tow wire; and tow wire size and length should correspond to the guidelines shown in Table 10B. ? Synthetic lines utilised as towing hawsers should be rated at least 2.5 times the certified bollard pull of the tug. WSIL - 185 Barge Safety.indd 34WSIL - 185 Barge Safety.indd 341/19/2009 3:48:25 PM1/19/2009 3:48:25 PM 35 Horse Power Wire Diameter (6 /19 construction) Breaking Minimum Tow Strength Line Length Tons <1000 hp 1 inch (2.5 mm) 35 1800 ft/548 m 1000 - 1500 1 - 1.25 inch (2.5 - 3.2 mm) 46 1800 ft/548 m 1500 - 2000 1 - 1.25 inch (2.5 - 3.2 mm) 68 1800 ft/548 m 2000 - 2500 1.25 - 1.50 inch (3.2 - 3.8 mm) 86 1800 ft/548 m 2500 - 3000 1.50 - 1.75 inch (3.8 - 4.4 mm) 103 2000 ft/609 m 3000 - 4000 1.75 - 2 inch (4.4 - 5.1 mm) 137 2000 ft/609 m 4000 - 5000 2 - 2.25 inch (5.1 - 5.7 mm) 172 2000 ft/609 m 5000 - 7000 2.25 - 2.50 inch (5.7 - 6.3 mm) 245 2200 ft/670 m 7000 - 10000 Breaking strength should be 2.5 2200 ft/670 m times the bollard pull. Notes: tow wires should meet either the wire diameter or breaking strength requirement. ? Table 10b Guidelines for Tow Wire Size Towing winches should meet the following specifications: be in good working order and properly maintained; ? brake bands should be in good condition and mechanical application system properly adjusted; ? have the capability to release the wire without power; ? should not utilise dogs or locking devices other than the brake to prevent payout; ? have controls above the weather deck; ? be fitted with a payout alarm system; and ? be fitted with a spooling device. ? The tow wire or hawser should have sufficient chaffing protection at all potential wear points. Chaffing protection should be capable of providing protection in all potential sea conditions. The tug and barge connection for pushing and (if required) towing alongside should be configured to provide sufficient manoeuvring capability for the intended service. Crews should be trained and maintain proficiency with the operation of all winches and towing gear. Crew training and drills should cover the following emergency situations which may be encountered while towing: propulsion power failure; ? steering failure; and ? loss of tow (wire, hawser or bridle failure) ? The training should include procedures to release the tow wire and procedures for emergency retrieval of the barge (e.g. retrieval device, barge emergency tow rig). 10.2.2 Barge All non self-propelled barges should have towing arrangements which are appropriate for their specific operation and service area. WSIL - 185 Barge Safety.indd 35WSIL - 185 Barge Safety.indd 351/19/2009 3:48:25 PM1/19/2009 3:48:25 PM 36 Bridles on barges in ocean towing should meet the following specifications: connection to the barge should be by a two-legged bridle; ? breaking strength of each leg should be at least 1.3 times that of the minimum required breaking ? strength of the main towing line; the angle formed by the two legs should not exceed 120 degrees; ? be made of Grade 2 or higher welded or forged integral stud link chain or IWRC (Independent Wire ? Rope Cores) wire rope; and be fitted with sufficient chaffing protection. ? Surge gear should meet the following specifications: surge chains should be Grade 2 or higher welded or forged integral stud link chain; ? chains should be of the same grade and type and at least as large as that in the towing bridle; ? each end of the chain may have an end link or one studless link; and ? a synthetic shock line may be used as surge gear if rated at 1.3 times the breaking strength of the ? primary tow wire or hawser. Note: The heavier the bridle, surge gear and connecting equipment, the better the protection from surge damage to the equipment. This is especially important when towing with a short tow-line. All associated towing gear (shackles, fish plates, pennants, etc.) should be sufficiently sized for the intended use and have a breaking strength of at least 1.3 times the breaking strength specified for the main tow-line. Coastwise and ocean-going barges should maintain at least one spare surge chain or wire pennant onboard the barge. These barges should also be fitted with an emergency tow rig that can be utilised in the event of a failure to the primary tow system. The emergency rig should be accessible by the tug regardless of whether the barge is manned or unmanned. Unmanned units typically trail a buoy attached to a tag-line which in turn is attached to the emergency tow rig. All components of the emergency towing system should be rated with a breaking strength equal to 1.5 times the rated bollard pull of the towing vessel. Ocean-going and coastal tows should consist of no more than a single barge. When being towed, manned barges should maintain a continuous radio watch. Barges should display the appropriate international day shapes and lights in accordance with the “International Regulations for Preventing Collisions at Sea”, unless local regulations take precedence. 10.3 Tug Fendering The tug should be sufficiently fendered to protect itself and the barge(s) during all operations. Stern fenders should always be fitted, regardless of the towing configuration. Fendering should be maintained in good condition and properly secured to the hull. All fenders and mountings should be configured to minimise snagging hazards for lines and the tow line. If a tug is matched with a barge fitted with a stern notch, the tug’s fenders should match the notch to enhance steering and sea keeping ability. WSIL - 185 Barge Safety.indd 36WSIL - 185 Barge Safety.indd 361/19/2009 3:48:25 PM1/19/2009 3:48:25 PM